Internal-combustion engine.



C. E. FREDERICKSON. INTERNAL comsusnom ENGINE" APPLICATION FILED MAY 29.1916.

Cx E. FREDERICKSON.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED MAY 29, 1916- Patented July 10, 1917.

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INTERNAL COMBUSTION ENGINE. APmcATiou FILED MAY. 1916- Pateniaed July10, 1917.

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it knovn that l, CLAi o-N 1 Fiannnnicnsoiv, a citizen of the UnitedStates, residing at Chicago, in the county of (look and State oflllinois, have invented new and useful Improvements in lnternal-Combustion Engines, of which the following is specification.

This invention relates internal combustion en ticularly to the.multi-cylinder, four cycle type of internal combust. engine,clesignerl, as to tures ot con: suiction, in l the usual practice. a I

fine improved feeture the invention pertains to the valve meclz nisin,WllY1n 1t is proposed er 'oloy eci rocating pisto improvements in K" EIA: 1 tin-es cons calculi to induce the l i Y. t. to decrees 9 L, i.'ano to o Use n depenoablc operation Another ire of the invention isincorporation in ernal combustion er hod for engin chamber of cylinder.in ordinary pract complisncd by the provision heating devices u liningc. heat 0 gins for the purpose of in e nerature of the air which entersthe carbureter and is mixed \V b th h drocarbon fluid to torn the enplosFor The features of he invention he referred to. togeter with others, isno ass, and more par- 1 material.

'moving it from the water jacket.

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tll illii Oil, CHIfJAG-O, ILLINOIS.

I ENGINE.

Patented July to, item.

' 915. Serial No. 100/.l98.

t :8 cylinder and inlet valve of the engine; i.

Fig. 3 is a view in vertical section through the cylinder and exhaustvalve of the ens Fig. A} is a view in horizontal section of eng'ne takenon line 4-4 of Fig. 2; and

Fig. is a detail sectional view taken on line 5 of 2, showing'the timingfor driving the valve crank shaft from main crank shaft.

Referring more in detail to the construction of the engine embodying thefeatures of the invention, the same comprises a plurality of cylinders10, formed integral with other, said cylinders numbering four, as shown,although for the purpose of this invention the number of cylinders isim- As a preferable construction, the cylinders are cast integral or enbloc and. are, together with the valve mechanism, surrounded orinclosedby a casing 11. The outer wall 12 of the casing is spaced fromthe walls of the cylinders and valves and torms thcrebetween a space 13,commonly .lrnown a water jacket, there being also provided a space orwater jacket between the several cylinders and valves, 1n order that thesurfaces may be cooled by the cir-' culation of water through saidjacket. Suitable water connections (not shown) are provided forsupplying water to and re- Rigidly connected to the lower margin of thecylinder casing 11 is a crank case 14, secured in the usual manner bymeans of bolts 15 and forming a chamber communicating with the lowerends of the cylinders and within which are contained the crank shaft 16,crank shaft bearings, and associated parts. As shown in Figs. 1 and 2,the crank case is preferably made in two parts to permit the easyremoval of the same and =ccess to interior thereof.

Within each of the cylinders is mounted a r ciprocating piston 17,preferably of the hollow, single acting type and provided with the usualarrangement of piston rings Connecting the several pistons with thecranks 19 of the crank shaft 16 are the connecting rods 20, journaled tothe piston at their upper ends and to the main crank shaft 16 at theirlower ends, by the provision of the usual type of apertured bearings,which engage the transverse pins 17 of the piston and the crank pin19 ofthe crank 19, respectively. The crank shaft extends longitudinally ofthe crank case and is rotatively mounted in suitable bearings, heseveral cranks 19 being relatively displaced in angular relation,according to the usual practice, in order to effect a uniform transmission of power from the several cylinders to the crank shaft. Theupper portion of the cylinder forms the combustion chamber, there beingprovided, in the upper wall of each cylinder, a threaded aperture,within 6 which is mounted a spark plug 21, adapted to perform the'usualfunction, in con unction with other parts of a suitable ignition system,of igniting the charge within the combustion chamber at predeterminedintervals.

Associated with each cylinder and extending parallel therewith are twovertical cylinders or cylindric chambers arranged side by side andextending throughout the entire height of the cylinder casing 11. Thesecylinders constitute the valve chambers of the engine, and are termedthe inlet valve chamber 22 and the exhaust valve chamber 23. Referringto Fig. 4, it will. be noted that the arrangement of the valve chambersis reversed in alternating cylinders; in other words, in the twocylinders on the left (Fig. 4) the inlet valve chambers 22, 22 areadjacent to each other and are located between the associated exhaustvalve chambers 23, 23, and, in the same manner, the two cylinders on theright have a similar arrangement of the valve chamhers, namely, theinlet valve members are arranged adjacent to each other and intermediatetheir associated exhaust valve chambers. The purpose of grouping thevalve chambers in this manner is to facilitate the admission ofexplosive gas to the several inlet valve chambers 22, 22, as will beunderstood from the following: An intake manifold 24 conducts the gasfrom a single intake connection 25 at its central portion (Figs. 1 and4), delivering the same at points midway between the end cylinders 10and their adjacent cylinders, the di charge openings of said manifoldcommunicating with smaller or branch manifolds 26 preferably locatedwithin the cylinder casing 11 and formed integral therewith, said branchmanifolds having a central inlet opening and serving to again divide theflow of the gas and deliver it to the adjacent valve chambers, throughports or intake openings 27, 27 (Fig. 2) formed in the outer wall ofsaid inlet valve chambers. The inlet and exhaust valve chamberscommunicate with their respective cylinders by means of inlet andexhaust cylinder ports 28 and 29, respectively, said cylinder portsextending transversely of the cylinders and adjacent to the upper endthereof. It is to be noted, with regard to the cylinder ports, that theexhaust ports 29 are located somewhat below the inlet ports 28 (Figs. 2and 3), and, furthermore, the inlet and exhaust ports are arrangedparallel andin laterally spaced relation, as clearly shown in Fig. 4.

Within each of the valve chambers 22, 23, respectively, are mounted theinlet valve members 30 and exhaust valve members 31. These valvemembers, as is common in engines of this type, are operated from themain crank shaft 16 by the arrangement of members as follows: A counteror valve crank shaft 32 is rotatively mounted in the crank case,adjacent and in parallel relation to the main crank shaft. At one end ofthe engine, preferably the forward or righthand end (Figs. 1 and 5), themain crank shaft 16 and valve crank shaft 32 extend or project throughthe wall of the crank case and are provided at their ends withintermeshing gear wheels 33 and 34, respectively (Fig. 5), the formerbeing of smaller diameter than the latter, or valve crank shaft gearwheel 34. The diametric relation or. ratio expressed numerically is 2 to1, or, in other words, the valve crank shaft is rotated through onerevolution during two revolu-- tions of the main crank shaft. These gearwheels are preferably inclosed within :1. casing 35, fastened by meansof bolts to the wall of the crank case 14. The valve crank shaft isprovided with a plurality f pairs of cranks 36 and 37, each air beingassociated with one of the cylinders. To the crank pins of each pair ofsaid valve cranks 36 and 37 are journaled the inlet valve connecting rod38 and exhaust valve connecting rod 39, respectively, said rods beingjournaled at their upper ends to their associated inlet and exhaustvalve members 30 and 31 by means of integral cross pins 40 and 41,respectively. As shown in Fig. 5, the cranks 36 and 37 are arranged inspaced relation and on either side of the associated crank 19 of thecrank shaft 16. Inasmuch as the several cranks of the main crank shaftare angularly displaced, it follows that the several pairs of valvecranks are correspondingly displaced in angular relation. Furthermore,the valve cranks 36 and 37 of each pair are angularly displacedrelatively to 'each other, the amount of relative angular displacementin this instance being predetermined by the timing or travel of thevalves as governed by the sequence of events as to preventdeakage, aplurality of piston vof tii e''"assoia.ted cylinders. As shown in 2'and3, wherein are illustrated the crank positions of the inlet and exhaustva1ves ofa' single cylinder, the crank shafts {are displaced from each.other gthrougb an angle of substantially 90.

-j v inasmuch as the valve mechanism of each .-..-hav1ng a centralpassage surrounded by a cylinder is-identical with the valve mechaiiism'of every other cylinder," a detail defscription of one will. suflice'for all. Referring now to Figs. 2 and 3, the inlet and exhaust valvemembers 30 and fil are-cylindric shapeand of the'hollhwor sleeve type,

ylindric' wall. The valve members are open '"at.their ends and areprovided with transverse partition walls 42 and 43, which divide thepassages of therespective inlet and ex- I f haust valve members into twoparts, the up- .20

proper of the members. The partition walls "42 and 43 are locatedsubstantially midway per part forming the working or valve of the lengthof the valve members, although it is to be noted that the partition wall42 of the inlet valve member'is located somewhat lower than the wall 43of the exhaust valve member, thus providing in the former a longerpassage at its upper end. Furthermore, the inlet valve member is"slightly longer than the exhaust valve member, and the connecting rod38 of said inlet valve member is slightly shorter than the rod 39 ofsaid exhaust valve member. In essential features ofv construction boththe inlet and exhaust valves may be said 'to be similar,

. although difi'ering somewhat in detail, as

i will .now be pointed out.

Referring now to the inlet valve member 30, the same is provided,immediately above the partition] wall 42,'with a port 44 formed in thewall of the valve and. located so as toregister with and open and closethe intake open- 1 ing 27, which communicates with the discharge openingof the branch manifold 26. As a desirable means for packing the valve jrings are provided, which surround the upper end portion of the valvemember, said piston rings being preferably arranged in pairs 45 and 46one pair, 45, being mounted in closely spa d relation adjacent to theupper end ofthe valve, and the other pair,

46, being mounted adjacent to but below the first mentioned pair, and,with relation to the width of the cylinder portr28,--the"dis f tanceseparating the pairsof'pi'ston rings is substantially twice thelongitudinal width of said port. The purpose of this particulararrangement of the-piston rings will be understood from the following.As shown in Fig. 2, for instance, the port 28 is closed by the valvemember, and the piston rings are so disposed with-relation to the portth at one pair ofpiston rings 45 is located immediately above the port,and the other pair 46 of the port exceedingly efl'ective.

.ber, and thence into the is located a slightly greater distance belowthe port. This arrangement, therefore, provides a packing on both sidesof the port, thus preventing the escape" of the gas through'the port andalong the surface of the valve-member in either direction. Furthermore,the rings are located in close proximity to'the port, thus making thesealing The e feet of-leakage and loss of compression in the cylinderupon the performance and efiiciency of internal combustion engines toowell known to require furthercomment.

The inlet valve member 30 travels with a reciprocating movementsubstantially throughout the length of the valve chamber, and, withrespect to the cylinder port 28, the valve travel is such that the upperedge of the valve member passes above the port and completely coversit'in its upward move- .ment, and on the downward movement of the valvethe upper edge passes a short distance below the port, thus uncoveringthe port and opening communication between the valve chamber and thecylinder. Likewise, in the travel of the valve, the intake opening isalternately opened and closed by the passage of the port 44 into and outof' the same is constructed in substantially the same .manner as t einlet valve just described, being prov" ed with pairs of piston rings 47and 48, w ich are arranged, with respect to' 'each other and to theexhaust port 29 of the cylinder, in substantially the same manner andfor the same purpose as hereinbefore described in connection with theinlet valve. The exhaust valve member is also provided with a port 49,formed in its wall immediately above the partition wall 43 and adaptedto register with the exhaust port 29 of the cylinder. As before, theexhaust valve member travels with a reciprocating movement, alternatelyopening and closing the exhaust port 29 by the registering there-' withof the valve port 49. In this respect, the operations of the two valvesare reversed, inasmuch as the cylinder port is not uncovered by theendof the'valve' as in the inlet valve, but by the registering of the port49,

as described. Furthermore, the gases are exhausted through the upper endof the valve chamber 'iritofan exhaust pipe or mani- 105 exhaust valve31, as clearly shown in Fig. 3, v

2 to both inlet and exhaust valves, which may 'now be described. In thewalls of both the inlet and exhaust valve cylinders are formed annularchannels 22 and 28 respectlvely,

.said channels being preferably located in the plane of the respectiveinlet and exhaust ports 28 and 29 of the cylinder. These chane nels aresomewhat less in width than the piston rings 39 and 42 and form a spacecompletely surrounding thevalves when the same are in a position toclose the respective inlet and exhaust ports. The function of thesechannels'is to permit the pressure of the gas. within the cylinder to beexerted upon all points of the valves, particularly at the instant ofexplosion, and in this man ner equalize the force exerted by thepressure and to thereby reduce the friction which would otherwise beincreased, by reason of the increased pressure exerted on the portsideof the valve members, which would tend to force them against theopposite side I of the cylinder wall.-

' Closely associated with the valve-mechanism described are the meanshereinbefore referred to whereby the heat of the exhaust gases isutilized for preheating the explosive gas, prior to'entering thecylinder. Referring to Figs. 2 and 3, it is to be noted that the upperends of the valve chambers are open, and, furthermore,-all of theseopenings are arranged in longitudinal alinement along one side of theengine (Fig. 4:). Extending over these openings and secured to the topof the cylinder casing is the exhaust pipe or manifold 50, the samebeing provided with laterally extending flanges 51, throughwhichsuitable bolts extend, thereby rigidly securing the manifold inplace. Arranged along the under surface of the manifold area pluralityof outlet connections 52 (Fig. 1), arranged at right angles to the mainpassage of the manifold and registering with the upper ends of theexhaust valve chambers 23. As shown in Figs. 1 and 2, the lower wall ofthe manifold is flat and covers the openings of the inlet valve chambers22, forming the closure or top wall thereof. Along the lower wall of themanifold are provided a plurality of vertically depending tubes 53,closed I at their lower ends and so positioned along the manifold that atube 53 projects downwardly into each of the inlet valve chambers 22 andarranged in axial alinement therewith. These tubes, or hot heads as theyare called, are preferably formed integral with the manifold andcommunicate with said manifold at their upper ends. The tubes extenddownwardly into the valve chambers 22 substantially one-half the lengththereof and so, also, project into the or hot heads is preferablyuniform. andsomewhat less than the diameter of the passage in the valvemembers, thereby providing an annular space or passage surrounding thehot head and through which the gas passes. I

The purpose of these so called hot heads is to conduct-a portion of theburned gases as they pass through the exhaust manifold downwardly intothe passage of the inlet valve, the heat thus transmitted to the wallsof the hot heads l by the constant circulation of the hot gasestherethrough serving to increase the temperature of the comparativelycool mixture that flows upwardlythrough the space surrounding the hotheads andin contact with the heated walls thereof. As a result,therefore, the temperature of the mixture is increased to a degreesufficient to efiect the complete breaking up of the hydrocarbonelements and to promote the uniform and homogeneous mixture of the airand hydrocarbon vapor. The-construction'of the manifold and hot headherein described provides an exceedingly simple, yet eiiicient method ofconducting the hot gases directly into the inlet valve chambers,in thatthe gases are utilized immediately after they are exhausted, hence themaximum temperature obtained in the hot heads. The arrangement of valvechambers and particular type of valve used, further, assures thepractical and efficient application of the hot head method of heatingthemixture.

Having described in detail the several his features of constructionembodying my invention, the cotiperation of the same to pro;

stood from the following description ofthe operation of the engine: InFi s. 2 and 3 the inlet and exhaust valve mem ers may be assumed to bein the positions which they occupy at the instant a charge of themixture is ignited 1n the cylinder, that is, the

vpiston is at the beginning of its downward stroke, and the main. crankshaft assumed to be rotated 1n a clockwise direction and the n: duce aneflicient engine will be better under?" valvecrank shaft to be rotatedin the oppo-' site or counterclockwise direction, as indicated-by thearrows. In the positions shown, the-inlet and exhaust ports 28 and 29are closed by their respective valve members, it

being particularly noted that the pairs of stroke preparatory to againopeningthe exhaustport'at the beginning of the following rhea tea travelas the piston begins its downward stroke, but, inasmuch as the valvecrank shaft is at this instant rotating in a counterclockwise directionand through the upper arc of its path, the travel of the valve isitsminimum, therefore the inlet port 28 is not opened or uncovered by thevalve until the piston has completed its upward or exhaust stroke andthe intake or suction stroke about to begin. On the other hand, theexhaust valve 29 at the commencement of the power stroke is justbeginning its upward travel, and its crank is entering upon its arc ofmaximum throw, hence the travel of said exhaust valve is rapid, so thatat the beginningof the exhaust stroke the exhaust port 29 is opened bythe re 'stration of the valve port 49 therewith, an the burned gasesescape through the valve into the exhaust manifold. At the completion ofthe exhaust stroke the exhaust valve begins to close, its crank havingpassed through the upper arc -'of its path of movement, and enters uponits downward arc of maximum throw, thus moving the valve rapidly andclosing the exhaust port in an exceedingly short interval of tune, saidexhaust port remaining closed during the intake, compression, andpower'strokes of the piston, and at the same time completing its upwardand downward exhaust stroke. The inlet valve is timedin a similarmanner, so that. during the com pression, power, and exhaust strokes of"the piston the inlet valve 28 remains closed, and

uncovers the same at the commencement of.

the inlet stroke and covers it again at the end thereof and just beforethe commencement of the compression stroke.

Particular attention is to be called to the l relation of the valve,cylinder ports, and 'crank positions as the several events in thecylinder occur as above described. In the first place during period inwhich the valve members are moving at velocity,' v that is, whenthecranks are passingthrough the arcs adjacent to .the upper and lowerdead centers, the valves are in positions to close the inlet and exhaustports. Manifestly, it is particularly desirable that leakagebeeliminated so far as possible during the compression and power strokes,inas- I much as the power available is dependent to a large degree uponthe pressure obtained within he cylinder. Now, since the valves aretimed so that their travel is least during the events when maximumpressure is desired, it is..-possible to arrange the piston ringsuponthevalve members sothat during ,the'closed positions of the inlet andexhaust ports thetravel of the valves is practically confined to thedistance separating the pairs of piston rings, thus the inlet andexhaust ports are efl'ectively sealed to prevent leakage, by thepresence of at least one ring on both sides thereof, which are spacedsuficiently close together to obtain effective re sults.

Among the advantages secured by the particular construction. andarrangement of the valves as described and illustrated, is the advent ofa practical application. of the piston or sleeve type of valve, in thatthey are timed to secure rapid opening and closing of the ports at theproper instant with relation to the cycle of events in the cylinder, andat the same time securing the most effective results in the use of thepiston ring type of packing, namely, by arranging them upon duce theleakage and loss of compression to a minimum, yet avoiding the excessiveamount of frlction which is presentin most types of piston and sleevetype ofv valves, in order that the elimination of leakage may be heatingthe air prior to introducing it into the carbureter, where it iscombined with the liquid hydrocarbon. The chief objections to the usualmethod are. based upon the well known physical property of air,

namely, expansion under theinfiuence of heat, and, further, for thereason that in carbureters as constructed the air enters or is drawn mtothe mixing chamber thereof through an opening that is permanent in sizeand cannot ,be adjusted to meet the constantly varying conditions of theatmosphereand operation of-the engine. Those fanii liarv with theconstruction and operation ,of internal combustion engines are wellaware that the purpose of heating the air is to facilitate the rapid andcomplete vaporization' of the liquid hydrocarbon, by breaking up thehydrocarbon elements so that they, may combine more freely with the airandthus produce amore uniform and homogeneous mixture, which is capableof deliv ering an impulse of greater force when-ignited within theexplosion chamber of the; It is wellknown that air when he ated, notonly expands, but its density is decreased in proportion, thus if heatedair cylinder.

is introduced into a carbureter, it is obviously of less density thanthe air at atmospheric temperature, although the actual amount or volumeof air supplied to the carbureter is constant, owing to the constantsize of the orifice through which it enters. decreased density of theair eifects a corresponding decrease in the capacity of the airto'combine with the hydrocarbon fluid, and as a result the heated airdoes not combine The lit!

8@ the piston 1n relation to theports so as to re-' j por per unitvolume, hence the power pro- Lil duced by the charge upon ignition decreased. On the other hand, if the mixture takes place between air atnormal or atmospheric temperature and the hydrocarbon va- 1 per, everyunit volume of .a1r-carr 1es or combines with a maximum amount ofhydrocarbon. Each charge entering the cylinder is, therefore, capable ofdelivering a maximum impulse when ignited. The fact that the mixture isexpanded by the subsequent heating in contact with the hot head doesnot, iowever, diminish the efiectiveness of the charge, becauseitheproportion of hydrocarbon and air remains constant, or, in other words,the initial mixture being accomplished under conditions of maximum airdensity, the subsequent heating does not decrease the power that may bedelivered by a single charge, since the effect of heating is to furtherexpand the hydrocarbon elements as well as the air and thus maintain thebalance between the constituents of the as. g For the reason set forth,therefore, in: creased power and efliciency are secured by heating themixture immediately before it enters the carbureter, without otherwiseaffecting the purpose accomplished by the heat, in the treatment of theexplosive hydrocarbon gas.

The features of my invention may obviously be modified as to the detailsof con struction, without depart ng from the spirit of the invention,and for this reason I do not wish "to be limited to th constructionherein described and illustrated except in so .far as set forth in theappended claims.

I claim as my invention: 1. An internal combustion engine, comprising acylinder, a piston within. said cylinder, inlet and exhaust passagescommuni-. eating with said cylinder, a valve associated with said inletpassage, and a member mounted within said inlet passage intermediatesaid valve and cylinder and adapted to be heated by the gases exhaustedfrom said cylinder. a

2. All internal combustion engine, com prising a cylinder, a pistonwithin said cylinder, inlet and exhaust passages communicating with saidcylinder, a hollow valve member within said inlet passage, and a tubularmember communicating with said exhaust'passage and extending into theinterior of said valve member.

3. An internal combustion engine, comprising a cylinder, :1 piston withn said 0371-.

messes cylindru through a port spaced from said intake openinglongitudinally of sa1dpassage, an exhaust passage communicating withsaid cylinder for conducting the burned gases from said cylinder, and atubular member communicating with said ex haust passage and extendinginto said inlet passage beygond said port andterminating adjacentto aidintake opening.

at. An internal combustion engine, comprising a cylinder, a pistonwithin said cylinder, an inlet passage communicating with said cylinderand adapted to conduct a.

hydro-carbon mixture to said cylinder, and an exhaust passagecommunicating with said cylinder and adapted to conduct the burned gasesfrom said cylinder, said exhaust pas sage being provided with a tubularhead extending into'said inlet passage and longitudinally thereof.

5. An internal combustion engine, com

prising a cylinder, a piston in said cylinder,

inlet and exhaust passages communicating with said cylinder through aport, a reciproeating valve'member adapted to open and close said portand provided with a hollow passage through which a hydrocarbon mixtureis conducted, and a tubular head communicating with said exhaustpassageand extending longitudinally of said passage of the valve andspaced from the surface thereof.v

6. An internal combustion engine, comprising a cylinder, a piston Withinsaid cylinder, inlet and exhaustpassagescommunicating withsaid cylinder,said exhaust passage extending transversely of and adjacent one end ofsaid inlet passage and provided witha tubular head extending axiallyinto said inlet passage and substantially throughout the same.

An internal combustion engine, compr1sing a cylinder, a piston withinsaid cylinder, an inlet valve chamber arranged in parallel relation tosaid cylinder, a port connecting said inlet chamber and said cylinder, avalve member in said chamber acting to open and close said port, anexhaust passage communicating with said cylinder and extendingtransversely of said inlet chamber, and provided with a tubular headcommunicating with said exhaust passage and projecting into said inletchamber and beyond said port.

d An internal combustion engine, comprising a cylinder, a piston withinsaid cyllnder, an inlet passage arranged in parallel relation to saidcylinder and provided adjacent one end thereof with a port communicatingwith said cylinder, a hollow valve member acting to open and close saidport, an exhaust passage communicating with said cylinder and extendingtransyersely of and adjacent to one end of said inlet passage andprovided with a tubuill.

liil' head in open communication wi passage and extending axially intosaid inlet passage said valve member.

9. An internal combustion engine, com prising a cylnider, a pistonwithin said cylinder, an inlet passage arranged in parallel relation tosaid cylinder and provided with port communicating with said cylinder, ahollow valve member provided with an opening at one end thereof, meansfor moving said valve member to open and close said port, an exhaustpassage communicating with said cylinder and extending transversely ofand adjacent to the upper end of said inlet passage, and provided with atubular head communicating with said exhaust passage and depending intosaid inlet passage and the open end of said valve member.

10. An internal combustion engine, comprising a cylinder, a piston insaid cylinder, inlet and exhaust passages arranged in parallel relation.and communicating with cylinder, an exhaust pipe comi'muiicating withone end of said exhaust passage and extending transversely of theadjacent end of said inlet passage, and said pipe being provided with atubular head communicating with said exhaust pipe and projectinglongitudinally into and extending substantially throughout the length ofsaid inlet passage.

11., An internal combustion engine, comprising a cylinder, a piston insaid cylinder, inlet and exhaust passages arranged. in parallel relationto each other and to said cylinder, said passages being open theirexhaust ends and provided with ports communicating with said cylinder,an exhaust pipe communicating with the open end of said exhaust passageand extending transversely over the open end of said inlet passage andforming a closure therefor, said pipe being provided with tubular headcommunicating with said. exhaust pipe and projecting longitudinally intosaid inlet passage and extending beyond said port;

12. An internal combustion engine, comprising a plurality of cylinders,pistons in said cylinders, gas inlet and exhaust passages associated wih each of said cylinders, an exhaust manif. comnumicating witi each ofsaid exhaust passages, and provided. with a plurality of tubular headscommunicating at one end with said exhaust manifold and closed at vheircute: ends, one of said tubular heads extending into each of said inletpassages.

13. An internal combustion engine, comprising a plurality of cylinders,pistons in said cylinders, inlet and exhaust passages associated witheach of said cylinders and arranged in parallel relation, and anmanifold communicating with each or sai exhaust passages and extendingtransversely of said inlet passages, said exhaust manifold beingprovided with a plurality of hollow heads, each communicating with saidmanifold and arranged to project into one of said inlet passages.

M. An internal combustion engine, comprising a cylinder casing having aplurality of cylinders therein, pistons in said.cyl1nders, gas inlet andexhaust passages asso ciated with each cylinder, all of said passagesextending parallel with said cylinders and with each other, the upperends of said passages opening through said cylinder casing, and anexhaust manifold mounted on top of said cylinder casing and over theopen ends of said passages, said manifold communicating with each ofsaid exhaust passages and forming a closure for the open ends of saidinlet passages, and provided with aplurality of integral hollow heads,each depending into one of said inlet passages.

15. An internal combustion engine, comprising a cylinder, a piston insaid cylinder, crank shaft connected with said piston, an inlet valvechamber communicating with said cylinder, a hollow cylindric valvemember mounted in said inlet valve chamber and driven from said crankshaft and provided with an opening at one end thereof, an exhaust pipecommunicating with said cylinder and extending transversely of saidinlet valve chamberadjacent the open end of said valve member, said pipebeing provided with a tubular head extending axially into said valvemember.

16. An internal combustion engine, comprising a cylinder, a pistonwithin said cylinder, a crank shaft connected with said piston, inletand exhaust valve chambers adjacent to and communicating with saidcylinder, a hollow cylindric valve member mounted in said inlet valvecylinder and driven with a reciprocating movement from said crank shaft,said valve member being provided with a passage therethrough opening atone end of the valve into said valve chamher, an exhaust pipecommunicating with said exhaust valve chamber, and a. hollow headcommunicating with said exhaust pipe and extending axially into saidpassage of the inlet valve member.

1'5. An internal combustion engine, comprising a cylinder, a pistonwithin said cylinder, a crank shaft connected with said piston, inletand exhaust valve chambers communicating with said cylinder, valvemembers of the reciprocating sleeve type mounted in said Valve chambersand driven from said crank shaft, said inlet valve member having acentral passage open at one end and a port at its opposite end adaptedto communicate with a source of hydrocarbon supply, an exhaust pipecommunicating with sailexhaust valve chamber and-extending meme itransversely of said. inlet valve chamber, and provided with a hollowhead integral with said exheust pipe and extending axially into saidpassage of the inlet valve, said head 5 having a diameter less than thediameter of said passage.

In testlm'ony that I claim the foregoing as my invention, 1 afiix mysignature in the presence of two witnesses, this 19th of May, A. D.1916. t V

CLAYTON E. FREDERICKSGN. Witnesses:

CHAS. H. POOLE, CLARA L. PEOPLES.

Copies of this patent may be obtained for five cents each, by addressingthe Commissioner er? Estente, Washington, D. G. I

